I recieved my VF570 in the mail last thursday and decide to begin tearing down the car that night. I worked for the next week when my schedule allowed and basically finished on the following thursday; with the exception of the FPR (which I'm still awaiting direction). My ECU should arrive next week along with a flash cable built for our ECU; at that point I'll finally get to start it up.

The install had some fairly time consuming tasks just due to the nature of the Z4. For example, putting the lower SC bracket bolt in requires tilting the motor or pulling the front subframs; I chose to pull the front subframe. Also, the tolerances for the manifold are so tight that it was a two person job to get all the throttle bodies, BPV, and SC lined up at the same time. Though I shouldn't complain about it fitting too good. The intake pipe for the SC and running the filter hose was also very tight, but fits perfect. The part I put off till last was fitting the air to water intercooling system as I didn't think it would all fit on the Z4. After adjusting the oil cooler lines and trimming a few plastic bits, I found the perfect spot for the new radiator (for the air to water system) while maintaining the original spot of the oil cooler. Moving the oil cooler lines also gave way for the reservior to be tucked just a little bit higher and fit under the stock underpanel. Just like the parts up top, it's a very tight fit, but it fits. Everything else on the kit was straight forward, and having done an SC on a previous BMW, pretty familiar too.

Went to the dyno again today. Got the same peak whp and 10 more peak wtq; though the mid range gains were great. Almost 30 more whp and 20 more wtq at some points. the kit has about 7250 miles on it and still runs amazing!

Thought I would update on how the car is running; have just under 10k miles on the kit and still no problems at all. Still runs amazing and still puts a smile on my face every day! Unrelated to the SC kit though, I just replaced my Vanos bolts (4 out of 6 intake bolts were sheared off); much quieter now.

If the M is anything like the standard Z4, install of the supercharger bracket will require you to either raise the engine or go the route it sounds like you took - removing the frame pieces. I unbolted a motor mount and raise the engine with a cherry picker. It was very easy with the right tools, but I understand not everyone has a cherry picker available to them. I think you can use a jack and stands if you don't have access to a cherry picker.

wahoooo!!! another FI car joins the fold!!!
Does VF supply a new oil cooler for the new power level??? whats boost set at ??
The hardware looks gorgeous!!

looking forward to hearing about fuel pumps and FPR setups......

VF uses the stock oil cooler, but I'll keep an eye on the gauge. It should be running at 9 PSI.

Also, I was checking out the fuel system for AA's stage 2 kit (on the E46 M3); they use an Aeromotive FPR and filter, and a Walbro pump. I wouldn't mind doing all that just to be safe, but we'll have to see what my tune is going to require/is based on.

the ess cant ever look so oem as its got huge boost pipes snaking around all over the place, <<<<<< this looks soo cool however :-)

know im REALLY interested in the FPR setup, Fuel pump..... ive been categorically told the oem pump cant flow for 550 crank or upwards so, im really looking forward to seeing how accurate this data and and VFs solution. Especially as we seem to have an ECU controlled FPR according to rated's research.

know im REALLY interested in the FPR setup, Fuel pump..... ive been categorically told the oem pump cant flow for 550 crank or upwards so, im really looking forward to seeing how accurate this data and and VFs solution. Especially as we seem to have an ECU controlled FPR according to rated's research.

I heard back from VF and since the FPR is controlled by the ECU, it's sufficient and nothing additional has to be done. The only change, because of this system, are different injectors than on the E46 M3. I was dreading having to get into the fuel tank to change something out; so lucky for me.

Also, while doing the install, I put on the Active Autowerke headers. Which are very nice pieces as well.

Since all S54 motors use the same injectors in stock form, I'm assuming they use the same pumps as well (as would seem appropriate for the same injectors); with the FPR being the exception to similarities between the systems on the M3 and Z4M.

Here we go (in bold):

Quote:

Originally Posted by nik@vf-engineering (on M3Forum)

After reading some carefully constructed and twisted wording in a current thread about "truth and fairness" [in the open market of E46M superchargers], I thought that a simple explanation on the fuel pressure of the E46 M3 would an interesting topic.

On a similar thread I read that the someone believed that the fuel system on the E46 M3 is simply in-adequate for power greater than 430-450 rwhp with a supercharger [based on 20-25 seconds top of 6th gear pulls on a race track].

Keeping in mind at this rpm in 6th one would be hitting high 170's mph, it is not suggested to try this on the street which is where most of these applications are used. The few that may be hitting 170+mph for 20-25seconds straight, better have a roll cage, race gas and supporting custom mods.

With regards to VF-Engineering supercharger systems delivering well in excess of 450whp - the fuel systems ARE capable of handling upto 500whp on 91 octane. We have tested this in the arena in which these products are used. With correctly scaled fuel pressure to injector size ratio, the stock fuel pump can support the flow rate required to deliver the whp.

However when using superchargers in a low efficiency setup, the power gain to fuel supply ratio drops. The larger the supercharger (within reason) the less, the energy draw from the crank. The greater the volume of induction charge with least amount of crank draw with produce a more fuel efficient power gain. This is what VF achieves with the Vortech V1 / V2 and V3 units. Size does matter in this case.

Dropping fuel pressure coupled with the correctle specd fuel injectors (kept under 80% duty cycle) will reduce the need to enlarge the diameter of fuel lines or fuel line fittings unnessesarily and continue to provide the volume of fuel needed for a healthy AFRs with more to go.

Increasing fuel line diamters will allow an increased amount of through flow but will make the fuel pump work harder to keep the pressure up. However our testing and testing by several of our performance partners here and in Germany has shown that the stock fuel lines can more than adequately support 600+whp when used with a Bosch 044 intank pump upgrade.

By the time we need to upgrade the fuel system we're going to need a head gasket and studs anyway; then you might as well build the rest...

Since all S54 motors use the same injectors in stock form, I'm assuming they use the same pumps as well (as would seem appropriate for the same injectors); with the FPR being the exception to similarities between the systems on the M3 and Z4M.

Here we go (in bold):

By the time we need to upgrade the fuel system we're going to need a head gasket and studs anyway; then you might as well build the rest...

very cool. Sounds like moving to 10psi should be a fairly inexpensive upgrade for me then. 500rwhp sounds like a good target

Since all S54 motors use the same injectors in stock form, I'm assuming they use the same pumps as well (as would seem appropriate for the same injectors); with the FPR being the exception to similarities between the systems on the M3 and Z4M.

Here we go (in bold):

By the time we need to upgrade the fuel system we're going to need a head gasket and studs anyway; then you might as well build the rest...

awesome info..... the only thing is..... real oem shows a completely different fuel pump for the z4m compared to the e46..... however i agree with you that it surely must be an equivilant?? im wondering where Ess got their data that it cant supply the fuel needed..... Anyhow ;-) i'll update when they get back to me ;-)